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W. H. BIUDLE.

AUTOMATIC TRAIN CONTROL APPARATUS.

APPLICATION FILED FEB. II. 191s.

L303,I33I. 'Patented May 13, 1919. 5 SHEETS-SHEET I.

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W. H. BIDDLE.

AUTOMATIC TRAIN CONTROL APPARATUSA APPLmATloN man FEB. 1|. 191e.

1,303,631 Patented May13, 1919.

5 SHEETS-SHEET 2.

Mofaz? 1 W. H. BIDDLE, AUTOMATIC mAlN comm APPARATUS.

y APPLICATION FILED E- l1. |916. 1,303,631. I A Patented May 13, 1919.

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Patented May 13, 1919.

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W. HI BIDDLE.

AUTOMATIC TRAIN CONTROL APPARATUS.

APPLscATsoN man 1511.11.1916.

1,303,631. .Patented 111115113, 1919.

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cnrrnn s'rnrEs WALTER HARRISON BIDDLE, GF EASTBORNE, ENGLAND.

AUTOMATIC TRAIN-CONTROL APPARATUS.

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Specification of Letters Patent.

Patented May 13, 1919.

. Application filed February 11, 1916. Serial No. 77,736.

invented certain new and useful Improve.

ments in Automatic Train-Control Apparatus, of which the following is a specification.

This invention relates to improvements in n apparatus for controlling the operation of trains either by actuating signals on trains or by stopping trains independently of the driver, or by employment of both of such train controlling means, the apparatus being of the type in which a movable track obstacle or stop element which may or may not be moved simultaneously with an ordinary signal is adapted to actuate signaling or brake mechanism upon the train, so as to commu-` nicate to the driver the state of the road, or of a correspondingsignal, or to operate the brakes when the line ahead is not clear.

Many methods for applying this main idea have been proposed, but up to the present owing to difiiculties of construction and otherwise the idea has found no extended use upon railways. Apparatus has, for in-` stance, been proposed comprising a track stop member, operable with the ordinary signals, a releasing or trip lever depending from the train adapted to be actuated by said track stop member, and a gravity or. spring operated device normally resting on this lever but adapted to be released by it to give a signal or stop the train and to remain in the operative position until voluntarily returned to normal. ,1, u

The present inventionl comprises the combination of these and other features and has for its object the simplification of the construction and the more certain operation of such apparatus.

rFhe invention will be fully described with reference to the accompanyingdrawings.

Figure 1 is a sectional side viewshowing one arrangement of track stop member in the permanent way and the mechanism on the train adapted to be actuated thereby.

Fig. la is a sectional side view showing the arrangement of the track stop member in Fig. 1 combined with a second track stop member for actuating` mechanism on the` train to indica-tewhen the line is clear.

Fig. 2 1s a plan of a track stop member.

Fig. 3 is a diagrammatic view showing a locomotive provided with the apparatus.

Fig. 4 shows a modified form of engine mechanism.

Fig. 5 is a. detail of same.

Fig. 6 shows amodilied form of the apparatus. y

Fig. 6a is a. sectional side view illustrating one of the spring catches for the trip lever shown in Fig. 6.

Fig. 7 shows a further modified form of the apparatus.

Fig. `7a is a sectional side view illustrating la spring catch arrangement included in Fig. 7.

Figs. 8 and 9 show two forms of apparatus adapted for indicating audibly when the line is clear.

Fig. 10 shows the engine mechanism, illustrated in Fig. 4, combined `with means for automatically returning the mechanism to normal position after it has been actuated by the track stop member.

Fig. 1l is a` plan View of a track stop member adapted to move horizontally.

At each place where the apparatus is to be employed, or at each ordinary signal in connection with which the apparatus is to be used, there is arranged in the permanent way, as shown in Figs. 1, 2 and 3, either between the rails A or outside them one or two track stop members B adapted to be 0perated to engage a train contact, to be hereinafter described, when the line is blocked. The track stop member B may be of any suitable construction but is preferably provided at its extremity with a double inclined face so arranged that when the contact `member is raised to operative or danger position both faces have about the same inclination to the horizontal but in opposite directions.

As shown in the drawings, the track stop member B is arranged between the rails A and is mounted upon the shaft or rod Z ar ranged across the line. This shaft Vor rod u d may extend right across the line or only so far as is necessary to operate the mechanism, and is mounted in suitable bearings adapted to hold it in position. At its outer extremity is mounted. a weighted lever (Z2 and a lever E, the latter being connected to the operating or signal wire or chain e in the weight or stress of the lever H other end of which lis provided with a such a manner that when the line is clear or the signal is lowered to line clear the rod or shaft d is rotated so as to rock the track stop member B and when the line is not clear or the signal is again raised to vda.nger the shaft l is free to rotate back again under the influence of the weighted lever Z2 to again raise the track stop member B.

When one track stop member only is employed, this is preferably arranged centrally betweenthe lines Vand the engine is then provided vwith Vone signaling Yor braking device such as hereinafter described, arranged ceny trally thereunder.

rails at either side and to provide the engine withV one signaling or brakingdevice adapted to engage one or other ofthe track stop members according to the way the engineis traveling.'

' As described above, the weighted lever d2 Vand the operating lever E' are arranged outside the lines, but they may, if'found desirable, be arranged between the lines, the operating or signal wire or chain being connected thereto by a flexible extension passing Vover suitable guide rollers in any convenient way.

V`Where employed with an ordinary signal the track stop member may be arranged directly v at t-he corresponding signal or at any convenient distance in front of or beyond the signal. Y

Underneath the engine or the guards van, or at both these places, or at any other part of the train is arranged a device adapted to be operated by the track stop member B or to stop or slow down the train.

above described to give a signal to the driver Such device is shown in Fig. l. Y To the under-frame F of the engme or other vehicle is attached a plate or frame G which carries` the engine mechanism'. Upon a pivot 7L is mounted a lever H Vnormally held 1n a more Vor less lhorizontal position but` capable of swingingaroundon the pivot h under the influence of its .Own or an ac'- cessoryweight, a spring or' the like. Below the lever H is mounted a pivoted trip lever K, onefendof which 7c normally Vsupports and the springy or elastic contacter detent member J adapted to engage the'track stop member or detent B when this is raised. The Contact member J consists of a brush-like attachment formed of bristles, wires, narrow strips of steel, or the like, ofsay 3 to 5 inches long. Such a brush contact is not in itself new and no claim is made for it herein per se. The lower side of the lever H is formed with a wide V or like shaped recess or such a recess may be formed on the lower end la of a lug or arm formed on the lower side of the lever H, and the upper end c of the lever K is similarly formed of V or like shape to receive same, to prevent the lever K` being too easily moved out of engagement with the lever H, for instance, by the wind induced by the motion of the train.

lVh'en the member J of the lever K engages the track stop member B in its raised position it is moved to one side, and the upperl end 7c of the lever K is forced to move to one side and tends to move sulliciently with respect to the recess in the lower end of the lug 7L so as to release the lever H which thereupon drops under the influence of'gravity, its downward movement being preferably limited or arrested by suitable means, such for instance as the valve operating mechanism hereinafter described.

The fallof the lever H when released may be employed alternatively to operate a sound or visual signal or to put on the brakes or cut olf steam or in any other way bring to the notice of the driver or the guard that a signal stands at danger. Or the fall of the lever may produce any two or more of these effects.

As shown in the drawing, the fall of the leverK is adapted to bring the train to a stop by putting on the brakes.

In the arrangement illustrated, the brakes are shown operated by a compressed air brake and the vfall of the lever H is adapted to open a Yvalve N so as to permit air from the air reservoir :to enter the t ain pipe G. It is, however, ,obvious that any exactly similar arrangement may 'be employed in connection with the vacuum brake, the open` ing of the valve in this case permitting the entrance of atmospheric air to the vacuum pipe.

As shown, the valve N is arranged above the lever H and adapted to be opened by the upward movement of the valve, the valve spindle n resting on an extension h2 of the lever H beyond the pivot /L so that the fall of the lever H raises the extension 7a2 and liftsthe valve spindle n and valve N to open it, the pressure in the air reservoir normally acting to maintain the end of valve spindle@ pressed against the extension 7b2 of the lever The valve may be operated by means of a link motion connecting it positively to the lever. In Fig. 4, such an arof the' lever H to the valve spindle n; the valve N `in this case being constructed as a slide valve. `Anyiother convenient type of valve may, however, be employed.

The distance within which the train may be brought to a stand-still is determinedby the length of `the openingv provided in the valve N. By properly determining such distance the train may be stopped without any shock.

If desired, a whistle 0 may be provided on the train pipe O adapted tobe sounded by the inrush of air into the pipe to give a signal to the driver. Such an arrangement is not in itself novel, it having been `frequently proposed toemploy the air entering or escaping from the brake pipe of a train to put on the brakes, to operate an audible or visual signal.

The whole device may be so arranged that it cannot be returned to normal position until the train has stopped, thedriver being obliged to: disinount from his engine to replace it, or means may be provided for replacing it from the foot-plate or other po-` sition, or means may be employed for automatically re-setting the apparatus.

For this purpose a chain or the like P (see Figs. 1 andB) is attached to the end of the lever H and leads up to the cab of the engine or other convenient position, where itis attached to a handle or other operating device by which the lever H can be raised. lVhen it is so raised the lever K swings into normal position and the lever H is dropped upon the upper end 7c thereof. i A

The chain P may if desired, in addition to being used for replacing the lever H, be employed for actuating a visual signal or a whistle or-for shutting oli the steam `or the like. Or it may operate a recording device 79 in connection with a tell-tale clock toindicate the number of times and the times of day that the device co-ines into use.v

The lever K is preferably made in such a manner that the upper portion thereof is so much heavier than the lower portion that with the member J attached to the lever, `the latter will normally remain vertical with the member J lowermost but should the contact member J by any means be broken oil', the upper end being heavier than the lower end and will not, when displaced return to the normal position upon the lever `H being raised, so that thebrake cannot be taken oli' unless the bariis held up by other means.`

To prevent or put a check upon any tanipering with the apparatus by the driver while the train is moving, that is, to prevent the driver holding the lever-H up so that it does not fall when the lever K is caused to swing away by a track stop niemberB be-' ing raised, an auxiliary lever Q pivoted at gl some distance behind the pivot L is emi ployed. The free extremity g of the lever Q, rests on the forward portion of the lever H and is arranged normally to coincide with the underside of a lug or the like n2 arranged on the valve spindle n. As shown, the lug n2 consists of a nut which may be screwed on `to the spindle and be also employed for adjusting the valve. It will be seen that if the lever H is raised by means of the chain P the lever Q will also be raised and lift the valve N soft-hat air is admitted to the train pipe O and will put on the brake.

1n Fig. 6 of the drawings a somewhat simpler arrangement `of engine mechanism is shown. In this form the lever K and brush-like detent member J are similar to the parts K and J above described, but the upper end of the lever K instead of supporting a drop member H is pivoted directly or otherwise positively connected to an arm or lever R adapted to operate a rotary or other slide valve or plug cock N, adapted to admit air to the train pipe. As shown7 the lever K is directly connected to the arm R- by means of a pin 7a2 working in a slot r in Athe lever R. Spring or other catches S are provided to lock the lever K in the tilted position after it has been engaged by a contact member B so that the valve N can not be at once closed by the lever K swinging back to the vertical position and means such as a chain rod or the like P capable of being operated by the driver may be provided for withdrawing the catches S to releasethe lever K. Springs s or the like may also be provided to assist the return of the arm E and lever K to nor-` mal position.

A somewhat similar arrangement is shown in Fig. 7 In this construction the lever `K2 and brush-like contact` or detent member J2 are similar to the corresponding parts hereinbefore described and the upper end 7c of the lever K2 is pivotally connected to one end of a link R the other end of which is also pivotally connected to a lever H2 mounted on a iiXcd pivot 72,3 in such a manner that when the member J2 is operated by the-rail track stop member B the swinging movement of the lever K2 draws down the lever H2, `To the lever H2 is also connected the-spindle n2 of the valve N2 for admission of air to the trainpipe which is so arranged that the valve is opened on the `drawing down of the lever H2. A. catch device is provided to retain the lever in the lowered position once it has been pulled down until it isreleased by the driver which may for instance be done by means of a chain or rod P2, which extends into the cab of the engine. i

\ Such catch device mayconiprise, as shown in Fig. 7, tongue spring S2 fixed to the plate G `and having acatch or lug S which flirojectsthrongli a corresponding hole in the plate and is adapted to engage in a recess 'in the trip plate or lever H2 when A rvidedon the lug 71,.

the latter has been drawn down as explained above. *p

Where it is desired to return the apparatus to normal position automatically, a dash pot arrangement may be employed. As shown the dash pot' comprises a cylinder V in which is provided ya piston W connected to the lever'H2 by means of a link fw. The end of the cylinder beyond the piston is provided with a valve X normally held closed by a spring but adapted to allow air to enter through it into the cylinder when Vthe piston W is drawn down. A'spring Y is also provided adapted to return the piston WV and with it the'lever H2 and the other parts tonormal position. To adjust or regulate the time taken to return the parts the cylinder Vis provi'ded'at its upper end with an .outlet pipe having a regulating cock z therein whereby the rate 'of flow of the air from the cylinder under the action of the piston WV and spring Y may be regulated. When the dash pot is in use the spring S .is preferably held out of engagement with the lever H2 and on the other hand when it is desired that the apparatus shonld'be operated by the driver, the regulating cock ev is left wide open so as to oder but little resistance to theV passage of air therethrough.-

A dash pot device constructed and operating similarly to the dash pot device shown in Fig. 7 may be combined with the appa-V ratus shown in Fig. t'for. the purpose of automatically returning the rock lever therein to normal position after it has been actuated, the end 7c of the pivoted trip leverbeing Vfor the purpose operatively connected a pin 705 which projects into a slot h5 pro- Such a combination is shown in Fig. VV10 wherein V is the dash pot cylinder, the piston 1V thereof being connectedto the lever H by means of a link w. A spring catch S5, similar in form and operation to the spring catch S in Figs. 7 and 72, is provided for retaining the trip plate or lever H in the drawn-down position.

In one arrangement of the invention the contact member instead of being moved vertically may be adapted to move horizontally in which case the lever K would be swung sidewise instead of longitudinally of the train.` Such anV arrangement is illustrated in Fig. V11, the track stop member B2 being adapted tomove horizontally about a vertical YVpivot (Z5 shown in full lines intof the out-.of-engage- [ment position, indicated in broken lines,

when the signal is lowered toline clear on the signal wire or chain e, connected vto the arm E ci"v the stop B2 Vbeing operated and to frotate backagain under the influence of pivot'ally attached by a pin 7a4 to the lever and having from the danger positionl the counterweight als, connected to the arm E by a chain e2, when the signal is again raised to danger.

Contact members B when operated by the signals in the manner described may be arranged a-t every .signal on a line or only at particular signals, say for instance, at every distant signal, to warn the driver to go carefully until he comes to the home signal.

In connection with any of the forms of apparatus above described, means may be provided for indicating aud-ibly to the driver that the line is clear or that a coi'- responding signal stands at line clear. Two such arrangements are shown in Figs. 8 and i9, the for-nier illustrating. an arrangement in which the sounding device is in the cab above the ootplate and the latter an arrangement; sounding below the footplate.

In either of these arrangements a second contact member is arranged between or near the lines A operated from the same spindle d and in the same manner as the contact member B. Such an arrangement is illustratedin Fig. la wherein the contact or stop member B, shown in Fig. l, and a second contact or stop .member B are both mounted on one and the saine spindle d* and in such relative angular relation that the contact member B Awill be raised when the contact member B is lowered and vice-versa. A similar arrangement wherein a pair of track stops are adapted to move horizontally is indicated in Fig. 11, B3 being the second track stop. The engine fitting comprises a lever K2 and contact member J2 in general similar to the .corresponding parts K and J above described. In the arrangement shown in Fig. 8,'the lever K2 operates through a suitable link and bell crank mechanism t a sliding rod T carrying strikers t adapted to engage a gong U as the rod T moves backward and forward under the action of any movement of the lever K2. Springs t2 may be provided which are adapted to return the apparatus to normal position.

In the arrangement shown in Fig. 9, the lever K3 carries a pivoted striker t2 at its upper end adapted to engage a gong as the lever swings when ifthas been engaged by a contact member. Means may be provided in either arrangement for holding the sounding device out of operation. For instance, the lever K2 or K3 may be held to one side out of the operative position, or means may be provided for moving the gong out of engagement with the striker or strikers.

Ii; will beunderstood that the device in Fig.,8 or'Fig. 9 can be used in combination withthe engine mechanism shown in Fig. 10 arranged as in either Fig. 12 or Fig. 11. In order not to cause confusion in the drawing, the devices in Figs. 8 and 9 are drawn separately and not shown combined With the engine mechanism in Fig. 10.

Having thus described the said invention and the bestmeans I know of carrying the same into practical eil'ect, I claim I claim as my invention 1. In apparatus for controlling the operation of trains having a track stop adapted to be lowered or raised according to whether the line is clear or is blocked, a pivoted tripping lever adapted to be carried on the train, resilient means on one endet said lever adapted to engage the stop without shock when the latter is in raised position, the combination of a rock lever engaging the other end of said trip lever and" adapted to be operated thereby, means operative by said rock lever for controlling the operation of the train, and means automatically operative to lock the rock lever in the operated position after its engagement with the stop.

2. In apparatus for actuating signals on trains and for stopping trains having a track stop adapted to be lowered or raised according to Whether the line `is clear or is blocked, a pivoted tripping lever adapted to be carried on the train, resilient means on one end of said lever adapted to engage the stop Without shock, when the latter is raised, the combination of a rock lever engaging the other end of said trip lever and adapted to be operated thereby, and means operative by said rock lever to simultaneously brake the train and give a signal thereon.

3. In apparatus for controlling the operation of trains having a .track stop adapted to be lowered or raised according to whether the line is clear or is blocked, a pivoted tripping lever adapted to be carried on the train, resilient means on one end of said lever adapted to engage the stop without shock, when the latter is raised, the combination of a rock lever engaging the other end of said trip lever and adapted to be operated thereby, a valve spindle and valve in the train brake pipe, means operatively connecting the rock lever and valve spindle, whereby the said valve is controlled by said rock lever to slow down or stop the train.

4. In apparatus for controlling the operation of trains having a track stop adapted to be lowered or raised according to whether the line is clear or is blocked, a pivoted tripping lever adapted to be carried on the train, resilient means on one end of said lever adapted to engage the stop Without shock, when the latter is raised, the combination of a rock lever engaging the other end of said trip lever and adapted to be operated thereby, means operative by said rock lever for controlling the operation of the train, and means operable on the train,

wit-hout descendingl therefronnto return the rock f lever, after it has been operated, to normal position.

5. In apparatus for controlling the operation of trains having a track stop adapted to be lowered or raised according to whether theline is clear or is blocked, a pivoted tripping lever adapted to be carried 0n the train, resilient means on one end of said lever `adapted to engage the stop Without shock, when the latter is raised, the combi nation of a rock lever engaging the other end of said trip lever and adapted to be operated thereby, means operative by said-` rock lever orcontrolling the operation of the train, and automatic means for returning said rock lever, after it `has been operated, to normal position.

6. In apparatus for controlling` the operay tion ot trains having a track stop adapted to be lowered or raised according to whether the line is clear or is blocked, a pivoted trippinglever adapted to be carried on the train, resilient' means on one end of said lever adapted to engage the stop without shock, when the latter is raised, the `combination of a rock lever engaging the other end of said trip lever and adapted to be operated thereby, means operative by said rock lever for controlling the operation of the train, manual means operable on the train, without descending therefrom, to restore the apparatus, after it has been operated, to normal position, and checking means responsive to an unauthorized use of said restoring means.

7. In apparatus for controlling the operation of trains having a track stop adapted to be lowered or raised, according to whether the line is clear or is blocked, a pivoted tripping lever adapted to be carried on the train, the combination of resilient means on said lever to engage the stop without shock, when the latter is raised, a rock lever engaging the other end of said trip lever and adapted to be operated thereby, means operative by said rock lever for controlling the operation of the train, and means for giving an audible signal on the train at the end of a block or section when the line is clear ahead of the train.

8. In apparatus for controlling` the operation oltrains having a movable track stop adapted to be arranged in the permanent way, a pivoted tripping lever adapted to be carried on the train and having resilient contact means for engaging the sto-p, the combination of a gravity-operated lever normally held up by said tripping lever, a valve in the train brake pipe operative by the release of said gravity lever, and means for returning the last said lever and valve to normal positions.

9, In apparatus for controlling the opera tionl of trains having a movable track stop adapted to be arranged in the permanent way, arrpivoted tripping lever adapted to be lever-e, to operate the said valve.

Y 10. In apparatus for controlling the opera` tion lof trains having a movable track stop adapted to be `urangedin the permanent way, a pivoted trippin'glever adapted to be carried on the train and having resilient contact means for engaging the stop, the combination of a gravity-operated lever no-rmally held up by said tripping lever, a valve .in the train brake pipe operative by the releaselof said gravity lever, anda dashpot operative automatically to return the ap a- Y ratus to normal position a certain time a er 'it' has been operated.

1l. In apparatus for controlling the operation of trains having a track stop adapted to be lowered or raised according to whether the line is clear or is blocked, and a pivoted tripping lever adapted to be carried on the train having resilient means on one end for engaging the the stop without shock, when the latter is raised, the combination of a rock lever engaging the other end of said trip lever and adapted to be operated thereby, means operative by said rock lever` for controlling the operation of the train, a second movable track stop adapted to be located in the permanent way, a tripping lever adapted'to be carried on the train and adapted to vbevoperated by the said second stop when the line is clear, and a signal on the train adapted to be operated by said tripping lever.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WALTER HARRISON BIDDLE.

Witnesses:

JOSEPH MILLARD, W. J. SKERTEN.

Vcopies of this .patent maybe obtained for ve cents each, by addressing the Commissioner of Patents.

Y Washington, D. C. 

